Internal-combustion engine



P. J. M. SULLIVAN.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAY10|1918.

1,335,764. Patented Apr. 6, 1920.

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INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAYIO, 1918.

Patented A r. 6, 1920.

3 SHEEIS--SHEET 2.

llWE/VTOR BY l HITURNE Y P. J. M. SULLIVAN.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAY 10. 1918.

1 ,3359'764, Patented Apr. 6, 1920.

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PATRICK J. MONAHAN SULLIVAN, OF WOODCLIFFE-ON-I-IUDSON, NEW JERSEY, ASSIGNOR TO MONAI-IAN ROTARY ENGINE CORPORATION, OF NEW YORK, N. Y., A CORPORATION OF NEW YOIEtK.

INTERNAL-COMBUSTION ENGINE.

To all whom it may concern:

Be it known that I, PATRICK J. MONAHAN SULLIVAN, a citizen of the United States, and resident of Woodcliffe-on-Hudson, in the county of Bergen and State of New Jersey, have invented certain new and useful Improvements in Internal-Combustion Engines, of which the following is a specifloation.

This invention is primarily intended for use as an internal combustion engine, although as the piston and cylinder construction involve the main features of the invention and are not dependent on the charac ter of the fluid employed, it will be evident that in many respects the invention is applicable to prime movers having other motive fluids such for instance as steam, compressed air, or liquid, or to fluid transferring mechanisms such as pumps, compressors or the like.

In its preferred embodiment, in a 4 cycle internal combustion engine I am able to secure the same substantially uniform torque and distribution of power as in a 4 cylinder engine by the use of only a single piston and cylinder. In the cylinder I provide 2 separate working chambers each subdivided by a separate part of the single piston construction so that there are in effect 4 chambers corresponding to the 4 chambers of a 4 cylinder engine. As an important feature I make these chambers annular thereby facilitating the proper cooling and overcoming the main difliculty which has heretofore been encountered when it has been attempted touse the spaces at the opposite sides of a single piston as separate alternately acting explosive chambers.

To further facilitate the cooling I mount the cylinder and piston on separate cranks of parallel opposite rotating crank shafts as in my prior Patent No. 1,274,812, issued August 6, 1918. An important feature of the present invention is the adaptation of my novel single cylinder and single piston construction with its 4 working chambers to the novel method ofpiston and cylinder mounting and movement of the engine of said prior patent.

Other important features of my present invention involve the constructlon, oper-g: ation and arrangement of the fuel-feeding.

Specification of Letters Patent.

Application filed May 10, 1918.

Patented Apr. 6, 1920.

Serial No. 233,657.

will be pointed out more particularlyhereinafter.

In the accompanying drawings I have shown one embodiment of my invention but it will of course be evident that various changes, modifications, omissions and additions may be made Within the scope of the invention as defined in the appended claims, This specific form is to be considered in an illustrative rather than in a limiting sense.

In these drawings:

Figure 1 is a side elevation, the portions of the frame, cylinder, piston and other parts being broken away.

Fig. 2 is a top plan view, portions being broken away.

Figs. 3 and 4 are transverse sections on the lines 33 and 44 respectively of Fig. 1. v

The cylinder construction of the illustrated embodiment of my engine includes a central frame or body portion 10 with oppositely extending alined cylinders 11 and 11 secured thereto. At the inner ends of these cylinders and preferably integral with the frame or body portion 10 are two inwardly extending annular flanges 12 and 12 which in effect constitute cylinder heads or end walls for working chambers as will be hereinafter pointed out. At the outer end of the cylinders 11 and 11 are outer cylinder heads 13 and 13 constituting the outer end walls of working chambers. Each of the outer cylinder heads 13 and 13 have inwardly extending cylindrical walls or flanges 14 spaced from the cylinders 11 and 11 and parallel to and of approximately the same length as the latter. Each of these annular walls 14 may, if desired, have an inner transverse wall 15, although this is not es sential and in any event need not be solid.

The external diameter of the cylinder Walls 14 is slightly less than the internal diameter of the flanges or cylinder heads 12 and 1.2 so that a sleeve or tube 16 may encircle the two walls 14 and extend lengthwise past and in direct engagement with, the inner surfaces of the flanges 12 and 12*. This sleeve or tube 16 in effect constitutes a hollow piston rod andhas at its opposite outer ends two annular outwardly extending flanges 17 constltuting plston heads. Each piston head is disposed between valve, and valve operating mechanisms as its corresponding cylinder heads 12 and 13 or 12 and 18 and sub-divides the annular spaces between the outer cylinder walls 11 and 11' and the inner cylinder walls 1% into four working chambers 18, 18, 19, 19. The chamber 19 being defined by the cylinders 11 and 1 1, the cylinder head 13 and the piston 17, while the chamber 18 is defined by the cylinder head 12, the piston 17, the cylinder 11, and the piston rod or sleeve 16. The chambers 19" and 18 are formed by the corresponding parts on the opposite end. By the relative reciprocation of the cylinder and piston constructions, the working chambers are expanded or decreased and the desired power or fluid movement is secured.

To give this desired relative reciprocation, I may hold either the piston construction or the cylinder construction rigid and reciprocate the other or may reciprocate both simultaneously in opposite directions without change of position of theaxis. Although I. preferably utilize the form of piston and cylinder mounting and the means for effecting relative reciprocation as disclosed and broadly claimed in my prior patent above referred to. By the use of such means the cylinder and piston have bodily planetary movements in opposite directions while maintaining their common axis at all times in parallelism with an initial position. I have illustrated suitable means for effecting this movement with advantageous results. As shown, I employ two spaced frame members 20 and 20 in which are journaled three spaced superposed parallel shafts 21, 22, and 23, connected together by a train of gears 24 whereby the upper and lower shafts 21 and 23 rotate simultaneously at the same speed in the same direction while the intermediate shaft 22 rotatesat the same speed in the opposite direction. The upper and lower shafts 21 and 23 have cranks 25 and 26 journaled in the centr 1 frame or body portion 10 of the engine and serving to bodily support and carry the entire cylinder construction. The cranks have equal throw, and are always in parallelism so that the entire cylinder construction has a planetary movement. The throw of each crank is equal to one-quarter of'the total effective piston stroke.

The intermediate shaft 22 has a crank 27 similar to the cranks 25 and 26 and of the same throw. This crank 27 is independent of the cylinder construction but is journaled to the sleeve or hollow piston rod 16 midway between the opposite ends of the latter. WVith the parts in the position shown in Fig. 1 a rotation of the three shafts in the directions indicated by the arrows through one-half a revolution will effect a complete piston stroke.

The valve mechanism and operating means therefor are provided in accordance with the use for which the invention is to be utilized. The form illustrated is designed for use as a four cycle internal combustion engine and will in effect correspond to a four cylinder engine due to the fact that there are four separateand independent working chambers. The cylinders 11 and 11 have inlet valve casings 30, 30, 31, and 31, all connected to a supply manifold 32 as shown particularly in Fig. 2. The valve chambers 30 and 30 at all times communicate with the working chambers 18 and 18 while the valve chambers 31 and 51" at all times communicate with the working chambers 19 and 19. Within each valve chamber is a valve 33 which is here illustrated as a puppet valve normally held to its seat by the usual valve stem and spring. Journaled in the central frame or body portion 10 is a cam shaft 34 with suitable cams 35 thereon working directly through valve rods 36 or indirectly through valve rods 37 and levers 38 to the valve stems to open and permit the closing of the valves at the proper times during the cycles of operation. The cam shaft 34 is driven through suitable two-to-one gearing from the crank 25 of the shaft 21. I do not wish to be limited to any particular form of such gearing, but have illustrated a gear 39 on the cam shaft 3 1 and directly meshing with a gear 10 of one-half the size on the crank 25. As the crank 25 carries or aids in carrying the entire cylinder construction and moves bodily with the latter it will be evident that the proper meshing of the gears is not interfered with by either the bodily movement of the cylinders or the swing of the crank. Substantially the same identical arrangement of valve chambers, valves, valve stems, cams, cam shaftsfeto, may be employed upon the opposite side of the engine for controlling the escape of exhaust gases from the working chambers. A detailed description of these parts is therefore thought to be unnecessary.

Each working chamber has suitable ignition means which I have here illustrated as spark plugs 42 carried'by the several inlet valve cages. Additional spark plugs may be employed for each working chamber, if desired, to insure the rapid flame propagation due to the fact that the working chambers are of annular rather than the usual cylindrical form. Any suitable means may be employed for effecting the supply of motive fluid to the manifold 32. I have illustrated, somewhat conventionally, a carbureter 43 communicating with a conduit 44, journaled in the frame member 28. On the inner end of this conduit is a sleeve 45 within which a conduit 46 may reciprocate and at the same time continuously communicate with the conduit 44. One end of this conduit 46 may be connected to an elbow 4L7 journaled in bearing 48 carried by the central or body portion 10 of the engine and directly communicating with the manifold 82. As the engine operates the manifold will move with the cylinders and the conduit 4:7 and its elbow will have somewhat the movement of the ordinary piston rod. This means of supplying the motive fiuid is substantially the same as that shown in my prior application above referred to and forms no portion of my present invention. Any other suitable means for accomplishing the same result might be employed as for instance, that shown in my prior Patent 1,274,813 issued August 6, 1918. I have not shown any manifold for taking care of the exhaust gas. A manifold similar to the supply manifold 32 may be employed if desired, or the gas may be discharged directly to the atmosphere from the exhaust valve chamber.

The power produced by the engine may be taken off in any suitable manner and from any one of or all three of the shafts. I have shown only the center shaft 22 as being provided with a drive pulley 50 and a balance wheel 52. Either or both of these may be counter-balanced to avoid vibration due to the bodily movement of the cylinder and piston constructions, or the entire construction may be duplicated, the second cylinder being moimted on similar but oppositely extending cranks of the shafts 25 and 26 so that one cylinder counter-balances the other.

Various changes in the relative proportions and details of construction may be made within the scope of my invention as defined in the appended. claims. For instance, the cylindrical wall ll may be varied in diameter in respect to the diameter of the outer cylinders 11 and 11. Any reduction of suvh diameter will necessarily increase the capacity of the working chambers. lhis cylindrical wall 14 may be reduced to a comparatively small size with a corresponding increase in the width of the cylinder heads 12 and 12. The tubular piston rod 16 might be replaced by any other suitable form of rigid connection between the two pistons 17, corresponding changes being made in the cylinder heads 12 and 12 to fit the piston rod employed.

Having thus described my invention what I claim as new and desire to secure by Letters Patent is:

1. A pair of rigidly connected alined cylinders, separate cylinder heads at the inher and outer ends of each cylinder, pistons within said cylinders, a piston rod connect-v ing said pistons, separate inlet and exhaust ports at each end of each cylinder, means for imparting to said cylinders a planetary increment in one direction and to said pistons a planetary movement in the opposite direction while maintaining their common axis in parallelism with an initial position.

2. A pair of rigidly connected alined cylinders, each having a separate cylinder head at its inner and outer ends, separate pistons within said cylinders, a piston rod connetting said pistons, separate inlet and exhaust ports at each end of each cylinder, :1 pair of parallel spaced shafts having cranks supporting said cylinders, and a separate shaft mounted for rotation in the opposite direction and having a crank connected to said piston rod.

A pair of rigidly connected alined double ended annular working chambers, annular pistons within said chambers, and a piston rod connecting said pistons and three spaced parallel shafts having equal throw cranks, connections between the cranks of two of the said shafts and said cylinders and connections between the crank of the third shaft and said pistons, whereby said pistons and cylinders are given planetary movements in opposite directions while maintaining their axis in parallelism with an initial position.

. Signed at New York, in the county of New York, and State of New York, this 14th day of March, A. D. 1918.

PATRICK J MONAHAN SULLIVAN. 

